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1 (No l 2 Sheets-Sheet 1. E. E. EYSTER.

AIR PROPELLBD BICYCLE.

No. 602,618. Patented Apr. 19, 1898.

Y F I :E I avwaw'coz Z 2 Witnesses I 77L 0 7721 uann, I I ,7 B I 530mm 2Sheets-$heet 2.

(No Model.)

B. E. EYSTER. AIR PROPELLBD BICYCLE.

Patented Apr. 19,1898.

UNTTED STATES PATENT rrrcn.

ELMER E. EYSTER, OF INDIANAPOLIS, INDIANA, ASSIGNOR OF ONE-HALF TO FRANKF. ROGERS, OF SAME PLACE.

AIR-PROPELLED BICYCLE.

SPECIFICATION forming part of Letters Patent No. 602,618, dated April19, 1898.

Application filed June 10, 1897.

T0 aZZ whom, it may concern.-

Be it known that I, ELMER E. EYsTER, a citizen of the United States,residing at Indianapolis, in the county of Marion and State of Indiana,have invented certain new and useful Improvements in Air-PropelledBicycles, of which the following is a specification.

This invention relates to certain new and useful improvements inmotor-vehicles; and it consists, substantially, in such features ofconstruction, arrangement, and combinations of parts as will hereinafterbe more particularly described.

My invention has reference more particularly to that class ofmotor-vehicles which are driven by means of compressed air, and in thepractice of the invention I construct the frame of the vehicle hollowthroughout, so as to constitute a receiver or reservoir for thecompressed air, and the air is supplied to said receiver or reservoir bymeans of air pumps or compressors, which are mounted in convenientposition upon the frame of the machine. I also employ a motor for thevehicle, which is driven by means of the compressed air and which servesalso as a compressor, utilizing gravitation for storing air in thereceiver, and such motor may be variously constructed, but preferably isof a special form and embodies a certain arrangement of valves andoperative connections, whereby the same is made to subserve the functionof a brake for the vehicle either in descending grades or whenever it isdesired to stop the machine.

WVhile my improvements are applicable to vehicles generally, I shallonly refer to the same hereinafter in connection with a bicycle, and itmay be stated at this point that I dispense with the use of a chain orchains for driving or propelling the vehicle and connect -lhepedal-cranks with the plungers of the Serial No. 640,236. (No model.)

tional view of the preferred form of motor. Fig. 5 is a side view of themotor, showing the valve-link motion, the outer plate being removed.Fig. 6 is a sectional view of the hollow frame constituting thereservoir for the compressed air and devices which are operated from theseat of the rider for controlling the extent of movement of the valvesadmitting air to the motor from the frame or reservoir. Figs. 7 and 8are enlarged detail views of the crank-axle and the pedal-cranks. Figs.9 and 10 are detail views.

My invention'is capable of a great many different embodiments in use,and while I have herein elected to show a certain preferred embodimentit will be understood that I am not limited thereto as to detail, butthat I am at liberty to make such changes and alterations therein as maybe demanded by the exigencies of any particular case. Thus the frame ofthe bicycle is indicated at ,1, and, as shown, the same is hollowthroughout, so as to constitute a receiver or reservoir for compressedair. The several joints of said frame are of course made air-tight, andif desired one or more of the members of the frame may be enlarged, soas to increase the capacity thereof for holding the air forced therein.Compressed air may be supplied to the frame in any suitable manner, butpreferably I mount upon the frame at any suitable point about the axisof the crank-shaft and on each side thereof a pump or compressor 2, eachof which communicates at its upper end with the frame, as shown at 3,and is provided at such end with a valve opening upwardly to admit theair to the frame and with a valve 6 to admit air to the pump in awell-known manner. The connection between the upper end of thecompressors and the frame may be effected in various ways, and thevalves may also be of any of the ordinary or well-known forms, as isobvious.

Each of the pumps or compressors 2 is provided with a plunger 5, havingarod or stem 7, through the medium of which the said pumps orcompressors are operated directly from the pedal cranks or levers. Suchoperation could be effected in different ways and by variousconstructions; but preferably I employ a pedal-crank 8, having a shortarm 'able cover-plate B.

9 in movable connection with the plunger-rod and having an arm 10,provided with an ordinary pedal 11 to receive the foot of the operator.This may extend rearwardly, as shown, or forwardly, if the downwardstroke is in front of the axle. A spring is employed for restoring thesaid pedal-crank to position, and while the construction and arrangementcould be varied I preferably resort to the construction which I will nowdescribe. For instance, as shown in Figs. 7 and 8, I construct thecrank-axle tapering in form, as at 13, and at each end thereof provide astraight fluted or corrugated portion 14. The tapering or conicalportion of the axle fits a corresponding socket therefor in thecrank-hanger, the conical or tapering surfaces providing a firm seat forthe crank-axle, which is suitably secured in position, so as not toturn. A sleeve 15, corrugated or fluted on its inner side, fits uponeach of the fluted portions 14: of the axle, and secured to the'outerside of each of said sleeves is the inner end of a coiled spring 16, theouter end 17 of which passes.

up into a recess or pocket 18 in the crank and is secured upon a pin orprojection 19, as shown. A cover-plate fits over the recess or pocket18, so as to properly inclose the spring, as well as to enable readyaccess thereto when desired. The outer surface of each of said sleevesat each end is so constructed that any of the ordinary forms ofball-bearin gs may be used, and the hub of the crank from each end isarranged to receive a bearing-box 21. In order to give to the springs 16the desired tension to act upon the cranks, the sleeves 15 are firstturned or adjusted relatively to the fluted end portions of the axlebefore fixing them in place, and it is evident that as each crank isdepressed by the foot the said springs will operate to elevate orrestore the same to position. The advantages of my improved form ofpedal-crank will more fully appear hereinafter.

I may employ any suitable form of motor in the practice of my invention;but I have devised a special form which I will now proceed to describe.

My improved motor is designated as a whole at A, and the same is mountedin position alongside of the rear wheel a and is inclosed by a suitablecasing B, accessible through an opening in one side that is closed by asuit- The said motor comprises a longitudinal passage b at the top and aport 0 at each end, closed by a suitable spring-seated or othersuitably-constructed valve d, the said ports leading to the interior ofthe motor'and the said valves being covered by screw-caps e, screwinginto the easing directly above the valves and ports. Said ports lead tothe spaces 6 between the ends of the motor-casing and the pistons D D,which work interiorly of the motor-casing airtight. At each end of themotor-casing is also a port f, operating in connection with which 1s aspring-actuated valve g, which is arranged to open inwardly, as shown.At the bottom of the motor-casin g is also a longitudinal passage 2',which is in communication with the spaces e through a portj at each end,and said ports being provided each with a valve 7;, provided with arms1, to which are connected the rods m m, through the medium of which thesaid valves are actuated. The lower passage t' of the motor is incommunication, through a passage '21, with one of the side portions 0 ofthe hollow frame, and the upper passage 1) is provided at E with a port,which communicates with one of the rear portions q of the frame and iscontrolled by a valve F, opening upwardly, but which is normally helddown by a spring 4" and the pres sure within the frame. In said portionq of the frame is also a cut-oif valve 5, having an arm 25, from whichleads a rod u to within convenient reach of the rider of the machine.The top of the motor-casing is further provided with an additional port*0, closed by a spring-actuated blow-off valve G, the latter beingsuitably supported to work in a casing 10, and the stem thereof havingattached thereto a small lever 519, having a cord 00 extending to withinconvenient reach of the rider of the machine.

Each of the pistons D D is provided with a rod D, the inner end of whichis in connection with a sliding yoke E, suitably guided in themotor-casing, and working in said yoke is a pin a of a crank I),connected directly or indirectly with the axle c of the rear wheel ofthe bicycle, and it is evident that when a longitudinally reciprocatingmotion is imparted to the yoke from the pistons the machine will bedriven from the yoke directly or indirectly through an intermediategear, as in Fig. 3. In line with the center of the axle c is fastened acam g, working in a groove or guide on the inner side of a swingingblock or link H, said link being pivoted at its lower end to the bottomof the motor-casing in such manner as to be capable of swinging back andforth. The front of the said block or link is v provided with a verticalrecess t" to accommodate a screw I, supported at its lower end in a stepor bearingj, projecting from the link and being held in position atitsupper end by means of a strap or clip k. is provided at its lower endwith a convex gear Z, meshing with a gear-pinion m, carried on a rod17., extending through the motor-casing and being in gear at itsopposite end with the lower end of a rod J, extending to withinconvenient reach of and designed to be operated by the rider to alterthe throw of the valve-rods m m, as will appear. The recess 0) for thescrew I is constituted of or formed by two vertical ribs 2' on the outerface of the.

link H, and moving on and guided by said ribs is a block K, constructedin the form of a half-nut and threaded on its innersurface, so as to fitupon and be operated by the said screw I. Attached to a pin 19,projecting from the lower end of said block K, are the The said screw.

inner ends of the valve-rods 'm m, and it is evident that by raising orlowering this block the throw of the rods, as well as .the movement ofvalves is, will be changed accordingly.

It is desirable to move the block K by means extending to withinconvenient reach of the operator, so that valves 76 may be permitted tobe but partially turned or else be entirely closed, and the connectionsalready described with reference to the screw permit this to be done.Different means could be employed for effecting the desired adjustmentof the block K. As shown, the upper end of said rod J is provided with asmall gear q, which meshes with a larger gear 7", contained in a case rsecured to the frame of the machine at a point between the saddle andhandle-bar. The said larger gear 7' is provided with a short shafthaving a crank s, which latter is provided with a suitable catch t,designed to engage in notches it, formed in the rim of the casing 0' andit will be seen that by turning the crank the rod J will be turned, andby means of the connections described the screw will be turned and theblock K lowered or raised, according to the direction in which the crankis turned.

In a general way I have set forth the construction and arrangement ofthe several parts constituting my improvements, and I will now proceedto set forth some of the advantages and the general operation. Forinstance, in connection with the pedal-cranks it will be seen that thedistance the foot travels to perform each downward stroke is only aboutthree-fourths the distance the foot would have to travel with a crank ofthe same length in making a revolution. Thus is avoided the movement ofthe foot through the space at the centers of the revolution, where butlittle or no power can be given, and the foot travels only through thatpart of the revolution wherein the rider has the advantage of developingpower. Thus the foot travels through only three-fourths the space passedthrough on other bicycles to develop the same power or ride the samedistance; or with a crank of a length that will travel the same distanceas the one making a full circle Iwill have a much greater leverage and Iam enabled to work against aproportionally greater resistance. Theseadvantages will clearly appear from the construction and arrangementshown.

In operation the machine is started by dep ssing the pedal-cranksalternately in the usual way, and as the plungers of the compressors areworked the receiver or reservoir (the hollow frame) is charged withquantities of compressed air. The valve-rods m m bein g capable ofmovement to operate the valves 71? 7t, air will pass through the port ofone of said valves, say at the left, and by expansion behind the pistonat that end of the motor will move said piston, and consequently theyoke IE will be moved, as well as the opposite piston, the valve 7a atthe right-hand end of the motor being at that time in a position topermit the adjacent cylinder to exhaust through the extreme outer end ofthe passage 2'. On the limit of the stroke of the pistons. the positionof the valves 7c It is reversed and air will be admitted by the valve atthe right in like manner, while the valve at the left will be open tothe exhaust through the opposite end of the passage 2' and the pistonsand yoke will return or move in the opposite or reverse direction, andit is evident that the machine will be driven through the medium. of theconnections between the said yoke and the rearwheel a le. Should it bedesired to alter or stop the movement of the valves, the rider simplyshifts the position of the block K upon its screw by the means alreadydescribed, and a corresponding effect will be had on the travel of themachine. In going downgrade said valves can be closed altogether and themotion of the rear wheel may be relied on altogether to operate thepistons of the motor, in which instance said motor becomes practicallyadouble compressor in that the pistons alternately draw in air throughthe valves g at the ends of the motor-casing and force the air to theframe through the ports and passages at the upper part of said casing.By operating the cut-off valve 3 the air cannot enter the frame, butwill be compressed in the spaces and passages below, and in this way aneffectual braking effect can be had on downgrades, and when theresistance offered is too great the blow-0d valve G may be opened toallow escape of some of the air.

I do not limit myself to the particular kind of valve in either of theinstances described, and as regards the cut-off valve in the frame abovethe motor I lay stress on its location and use in connection with thedouble-piston compressor and the reservoir by which to perform the dutyof an air-brake in the manner described. Theblow-off valve G may also beof any suitable construction; but the location and function thereof whenoperated from the seat of the driver by the means described possessesfeatures which are deemed novel herein. Another feature of myimprovement is that the frame which constitutes the reservoir is indirect attachment with the motorframe without intermediate contrivances.

As regards the improved form of motor it will be seen that the same isconstructed of a double cylinder fitted with valves and pistons toenable the same to be employed either as a motor or a compressor, andthis also is considered an important feature of the present invention.

I claim- 1. In a motor-vehicle, the combination of the combined motorand compressor having the positively-operated valves and the pisoifvalve located on the frame, substantially as described.

2. In a motor-vehicle, the combination with the motor, itscontrolling-valves, the link pivoted to the motor midwaybetween thevalves, the screw carried by the link, and the adjustable connectionsextending in opposite directions from the screw to said valves, of anupright rod connected to turn the screw and having a small gear at itsupper end, an enlarged gear-wheel engaging said small gear, a casingtherefor having stops or notches, and a crank or handle carried by saidlarge gear and provided with a catch for engaging said notches,substantially as described.

3. In a motor-vehicle, the combination of the hollow frame, the motorhaving the pistons-and constructed with the upper and lower passages,ports leading from the lower pas-v sage to the spaces behind the pistonsand provided with controlling-valves, similar ports leading from theupper passage and having valves, a check-valve between the upper passageand the frame, and a cut-off valve and a relief-valve, substantially asdescribed.

4. In a motor-vehicle, the combination of air-compressors, the hollowframe constituting a reservoir for the compressed air, a separate motorreceiving air from'the reservoir,

means for shutting oi the air, connections whereby the motion of themachine may be made to operate said motor to force air into thereservoir, and means for controlling the admission of the air from themotor to the reservoir and thus make the motor act as a brake,substantially as described.

5. In a motor--vehicle, the combination with the compressors, of thepedal-cranks having a short arm connecting with the plunger-rods of saidcompressors, and an upper longer arm carrying the pedal, and means oneach crank for independently restoring said cranks after depression,substantially as shown and described.

6. The combination with the pedal-cranks, and the crank-axle having thefluted end portions, of the sleeves fluted to fit said portions, and thesprings having one end secured to the sleeves and their other endssecured to the cranks, substantially as shown and described.

In testimony whereof I have signed my name to this specification in thepresence of two subscribing witnesses.

- ELMER E. EYSTER.

lVitnesses:

F. M. HELMs, PHILIP WILKINsON.

